Fuel feed for internal combustion engines



F. w. GAMAGE ET AL .2,059,688

FUEL FEED FOR INTERNAL COMBUSTION ENGINES Filed July 22, 1955 2 Sheets-Sheet Nov, :3, 1936.

Nam 3, 1.9360 F. w. GAMAGE ET AL 9 FUEL FEED FOR INTERNAL COMBUSTION ENGINES Filed July 22, 1933 2 Sheets-Sheet 2 Patented Nov. 3, 1936 UNITE srArEs FUEL FEED FOR INTERNAL COMBUSTION ENGINES Franklin W. Gamage and Franklin T. Gamage, Indianapolis, Ind.

Application July 22, 1933, Serial No. 681,686

12 Claims.

It is the object of our invention to produce a locking mechanism for use in association with an internal combustion engine such as an automobile engine. More specifically, it is our object to produce such a locking mechanism which will permit operation of the engine for a limited time after the mechanism has been locked and will then, after the expiration of such limited time, render the engine inoperative.

In applying our invention to an internal combustion engine using liquid fuel, we provide between the engine and the main fuel-supply tank an auxiliary tank which, during normal operation of the engine, is maintained full. Our locking mechanism, in its preferred form, includes means for interrupting the supply of fuel to this auxiliary tank and also includes a float-controlled switch responsive to the fuel-level in the auxiliary tank. Such float-operated switch is connected in series or is otherwise associated with the ignition circuit of the automobile so that it will open the ignitioncircuit of the engine after a predetermined quantity of fuel has been withdrawn from the auxiliary tank. Our invention also includes a second switch which is manually controlled, preferably jointly with the means controlling the supply of fuel to the auxiliary tank, such second switch being connected in parallel with the float-operated switch and being closed under normal conditions but opened when the device is operated to interrupt the supply of fuel to the auxiliary tank.

The accompanying drawings illustrate our invention: Fig. l is a diagrammatic view illustrating our invention as applied to an engine in which the fuel is supplied from a more or less remote tank to the engine by a fuel pump; Fig. 2 is a diagrammatic illustration showing our invention in association with an engine in which the fuel-supply is effected through the medium of the well-known vacuum tank; Fig. 3 is a modification of our invention in which a different arrangement is employed to control the supply of fuel to an engine in which fuel is pumped from the supply tank; Fig. 4 is an axial section through the joint switch and fuel-controlling means; Fig.

5 is a transverse section on the line 5-5 of Fig.- 4; and Fig. 6 is a vertical axial sectionthrough plied to the engine flows through the auxiliary tank. The lockable means for controlling fuel flow takes the form of a valve which, when locked, vents the auxiliary tank thus providing an air-bleed in the suction line of the pump and preventing the supply of further fuel to the auxiliary tank. Should the engine be operated after the valve is locked, the fuel withdrawn from the auxiliary tank will cause a drop in the fuel level therein, which will result, as indicated above, in the opening of the float-controlled switch, and this in turn will open the ignition circuit and stop theengine.

When our invention is embodied in an engine to which fuel is supplied by a vacuum fuel-feed system, as shown in Fig. 2, the auxiliary tank Ii] may beconnected between the elevated vacuum tank and the carburetor of the engine and the lockable valve disposed between the vacuum tank and the auxiliary tank to cut off the supply of fuel to the auxiliary tank when the valve is locked.

The arrangement illustrated in Fig. 3, like that shown in Fig. 1, isadapted for use with an engine in which fuel is supplied by a pump. Here, the auxiliary-tank II] is connected to the float-bowl of the carburetor of the engine in such a way as to increase the effective capacity of the float bowl. The lockable valve, which in this instance is a simple two-way valve, is located at any convenient point in the line through which fuel is supplied to the carburetor.

In all modifications illustrated, the float-controlled switch is associated directly with the auxiliary tank ID to be responsive to the fuel-level therein and is' connected in the ignition circuit. Jointly operable with the fuel-controlling valve is a second switch which is connected in parallel with the float-operated switch so that the ignition circuit can be completed even if the floatoperated'switch is open.

The auxiliary fuel tank which finds application in various embodiments of our invention and which is illustrated in Fig. 6 comprises a tankbody I having a cover II. Upon the cover II, which is conveniently of insulating material, there is mounted a float-controlled electrical switch which may take the form of two stationary contacts I2 and I 3 adapted to be bridged by a movable contact M. A spring l acting upwardly on the movable contact l4 serves normally to hold it in engagement with the fixed contacts l2 and I3 to complete an electrical connection between them.

Within the tank I 0 we provide a float |6 which may be rigidly mounted upon a rod I! that extends upwardly through the cover into association with the movable contact 4. Conveniently, the movable contact I4 is mounted upon a member M of insulating material through which the rod IT projects, and the upper end of the rod is provided with a head l8 which, when the float |6 drops below a predetermined point, engages the member l4 and moves it downwardly to disengage the movable contact M from the fixed contacts l2 and I3, and thereby to interrupt the electrical connection between them.

A housing 20 mounted upon the cover may be provided to enclose the switch mechanism. Wires 2| and 22 are connected respectively to the contacts I2 and I3 and extend through the wall of the housing 20 to be connected as hereinafter set forth.

At or near its bottom, the tank It) is provided with an outlet connection 25. The bottom of the tank may also include a clean-out or drain plug 26 provided at its inner end with an upwardly extending sleeve 2! which serves as a guide for the slidable rod IT. The upper end of the rod may be guided by a sleeve 28 which projects downwardly from the cover II.

In its side wall, the tank H) is provided with a fluid connection 30, the purpose of which will hereinafter be set forth.

In addition to the connections 25 and 30 we may in certain instances provide a third connection 3| for the tank ID. This connection is located near the top of the tank, and its communication with the interior of the tank is arranged to be controlled by the float l6. To this end, the connection 3| may communicate with a downwardly opening central port in the sleeve 28, and the rod may be provided with a valve member 32 adapted to close this port when the float H5 is in its upper position and to open the port whenever the fioat drops.

The combined valve and switch which we employ in our invention may take several forms, one of which is illustrated in Figs. 4 and 5. In such construction, the valve has a body 35 in which is mounted a rotatable valve plug 36. The plug 36 has portions which project on opposite sides of the valve body 35, and on one of such projecting portions there is mounted a switch arm 31 adapted, when in one position, to effect an electrical connection between two fixed contacts 38 and 39. On the side opposite the switch-arm 31 the valve plug is operatively connected to the rotatable element of a cylinder-lock 40 or other suitable lock in such a way that the switch arm 3'! and valve plug can only be controlled by an authorized individual having a key to the lock 40.

The valve 35-36 may be either a simple shutoff valve or a three-way valve, depending upon the precise use to which it is to be put. In the three-way valve illustrated in Figs. 4 and 5, the valve body 35 is provided with diametrically opposite ports adapted respectively for connection to conduits 4| and 42 and with a third port 43 which communicates with the atmosphere. The rotatable valve-plug 36 has two controlling positions in one of which, indicated in full-lines in Fig. 5, communication between conduits 4| and 42 is effected while the port 43 is closed and in the other of which, indicated in dotted lines, the conduit 42 is connected to the port 43 and the port communicating with the conduit 4| is closed.

The passages in the plug 36 and the switch-arm 3'! are so angularly disposed that when the conduits 4| and 42 are interconnected the switch 3|--38-39 will be closed.

The auxiliary tank shown in Fig. 6, and the combined valve and switch illustrated in Figs, 4 and 5 may be used in various ways. When used in association with an engine having a fuel-pump, the arrangement illustrated in Fig. 1 may be employed In this arrangement, the engine has an engine-operated fuel pump 5| which delivers the liquid fuel to a carburetor 52 in which the fuel is mixed with air and supplied to the engine through the usual intake manifold 53. In associating our locking mechanism with such an engine the connection 30 of the auxiliary tank in is connected to a fuel-supply tank 55 which may be more or less remote from the engine. The connection 25 at the bottom of the tank ||l leads to the inlet of the pump 5|. The pipe 4| from the valve casing 35 is connected to the intake manifold 53 of the engine, or other suitable suction passage, and the conduit 42 leads to the connection 3| of the tank |0.'

The ignition system of the engine, of which only the ignition coil 56 is shown, is connected to the usual battery 51 through the switch 3'| 3839 and also through a second switch 58 which may be the usual ignition switch for the engine and may or may not be key-controlled. The float-operated switch, as indicated above, is connected in parallel with the switch 3'|3839.

The position of the valve plug 36 and the switch-arm 31 illustrated in Fig. 1 are those respectively occupied by such elements when our locking mechanism is locked. If it be assumed that the engine has not been operated following the locking of the valve-plug 36 and switch-arm 31 in the respective positions shown in Fig. 1, the auxiliary tank I0 will be full and the float-controlled switch |2|3| 4 will be closed. It will therefore be possible, by merely closing the switch 58, to render the engine operative. However, if the engine is operated under such circumstances, the first fuel withdrawn from the auxiliary tank ID will cause a lowering of the float I6 and of the valve member 32, thus causing the tank ID to be vented to atmosphere through the conduit 3 |-42 and the port 43. The resultant air-bleed thus effected prevents the pump 5| from drawing any fuel from the tank 55 to maintain the fuel-supply in the auxiliary tank Ill; and as the engine continues to operate, the

fuel-level in the auxiliary tank It) will drop until the switch |2-|3|4 is open, thus rendering the ignition circuit of the engine incomplete and stopping the engine.

When an authorized individual desires to operate the engine after it has been stopped as just described, the lock 40 is unlocked and the valve plug 36 and switch-arm 31 rotated through 90 in a clockwise direction to close the port 43, and to interconnect the contacts 38 and 39 in the ignition circuit. This makes it possible to complete the ignition circuit by closing the switch 58, and thereby the engine may be placed in operative condition.

It is a characteristic of fuel pumps used in automobile engines that they will pump no more fuel than is required to maintain the float bowl of the carburetor full. Unless special provision were made, therefore, the fuel level in the auxiliary tank Ill, after having once been lowered, would never be raised. It is because of this that we provide the conduit 4| which, when the valve plug 36 and switch arm 31 are in normal or unlocked position, connects the intake manifold 53 with the upper portion of the auxiliary tank [0. As a result of this arrangement, the reduced pressure obtaining in the intake manifold 53 when the engine is being operated is transmitted to the auxiliary tank and results in drawing fuel from the supply tank 53 into the auxiliary tank at a more rapid rate than such fuel is withdrawn by the pump This causes the fuel-level in the tank to rise until the valve member 32 engages its seat at the bottom of the sleeve 28 and closes the communication between the tank and the intake manifold. When this occurs, normal operating conditions are restored, and the engine may continue to operate indefinitely under the control of the ignition switch 58.

Fig. 2 illustrates the arrangement employed when our invention is to be embodied with an engine supplied with fuel by the vacuum fuelfeed system. In this arrangement there is provided a vacuum tank 66 of any convenient and well-known construction, such vacuum tank being located above the carburetor 52 so that fuel can flow from it to the carburetor under the influence of gravity. The vacuum tank, as is usual, has a suction connection 61 to the intake manifold 53 and a supply connection 62 leading to the supply tank 55. As before, the conduit 62 from the valve 35 is connected to the connection 3| of the auxiliary tank I!) and the discharge connection 25 of such tank is placed in communication with the carburetor 52. The connection 4| of the valve 35 leads to the discharge opening of the vacuum tank 60. The electrical connections are the same as those illustrated in Fig. 1. The connection 30 of the tank I6 is not used, and may be closed by a cap 65.

As in Fig. 1, the lock-controlled valve and switch are shown in locked position in Fig. 2. Under these circumstances, the switch 3l- 5839 is open, the conduit 4| is closed, and the conduit 3i42 communicates with the atmosphere through the valve-port 43. If the engine has just been stopped, the auxiliary tank I!) will be full, and the float-controlled switch l2 l3-M closed. As in the case of the arrangement illustrated in Fig. 1 the engine, if now placed in operation, will withdraw fuel from the tank it, the supply in which can not be replenished because of the closing of the conduit 4!. Eventually, as above described, the float-operated switch !2l3l4 will be opened and the engine stopped.

To restore the system to operative condition after it has been stopped as just set forth, the lock All is unlocked and the valve-plug 36 and switch-arm 3'! rotated 90 in a clockwise direction. This operation closes the valve-port 33, interconnects the contacts 38 and 39 in the ignition circuit, and interconnects the conduits M and 42 in the fuel-supply line. When the engine is now placed in operation, the supply of fuel in the auxiliary tank i6 is replenished by fuel supplied from the vacuum tank 60, the float I 6 rises, and the spring l5 closes the switch |2l3l4. This places the system in condition for normal operation.

Like Fig. 1, Fig. 3 illustrates an arrangement in which our invention is associated with an engine having a fuel-pump. The electrical connections are the same as those employed in the modifications of our invention shown in Figs. 1 and 2. The lock-controlled valve 35'36, however, which may be a simple two-way valve, is connected at any convenient point in the conduit 65 through which fuel is supplied from the .66 of the carburetor 52 and connected thereto so that the fuel-levels in the tank and the float bowl will be substantially the same. The connection 39, above the fuel level in the tank, is

open to atmosphere to provide an air vent similar to that found in the usual carburetor fioatbowl. In this arrangement, the connection 3| on the auxiliary tank is not needed and may be eliminated.

As is evident, the tank Ill merely serves to increase the effective capacity of the fioat bowl 66.

In Fig. 3, the valve 35'-36 and the switch 3'l-38-39 are shown in locked position, the valve being closed and the switch being open. Since the valve 65-36 prevents any fuel being supplied from the tank 55, any operation of the engine will result in a lowering of the common fuel-level in the auxiliary tank l0 and float bowl 66. After a predetermined quantity of fuel has been withdrawn from the tank Ill and float bowl 66 the float-controlled switch |2I3-|4 will be opened to open the ignition circuit and stop the engine.

An authorized individual desiring to start the engine after it has been so stopped will unlock the lock 46 and rotate the valve plug 36' and switch arm 3'? through 90 to open the valve and close the switch 3'l38--39. This closing of the switch makes it possible to complete the ignition circuit by closing the ignition switch 58 if it is not already closed, and the engine may then be started. The fuel-supply line 65 being open, the pump 56 refills the auxiliary tank [0 and float bowl 66 causing the float I6 to rise and the switch l2-l3-M to close, thus restoring normal operating conditions.

It will be apparent from what has been set forth above that all modifications of our invenion permit a temporary or limited operation of the engine when the locking mechanism has been locked. This makes it possible for the owner of an automobile to place it in a public garage and, by locking the locking mechanism, insure that while the automobile may be moved around within the garage to any necessary extent, it can not be taken from the garage and driven indefinitely by unauthorized individuals. Our invention is also useful in preventing theft of an automobile to which it is applied, since the automobile can not be driven indefinitely unless the fuel-supply connections are rearranged. It is true that after the engine has been stopped by the opening of the switch l2l3l4 it would be possible to restore it to operating condition mereby by bridging the wires 2i and 22 with a suitable electrical connection; but this alone will not provide for the maintenance of a fuelsupply in the auxiliary tank H], and the automobile can only be driven until such fuel-supply is exhausted.

By varying the distance between the position occupied by the head l8 on the rod I! when the auxiliary tank i6 is full and the movable switch-member Ml4, the extent to which an automobile could be operated after having been locked can be varied at will. We think it advisable to dispose the head if! so that an automobile equipped with our invention could be driven about a mile or somewhat less after having been locked. This would permit the locked automobile to be driven as might be necessary in a public garage.

We claim as our invention:

-1. In combination, an internal combustion engine having a carburetor and an ignition system, means for supplying fuel to said engine, an auxiliary fuel tank, a switch in the ignition circuit of said engine, mechanism responsive to the level of fuel in said auxiliary tank for opening said switch when such fuel-level drops below a predetermined point, lock-controlled means for limiting the fuel supplied said engine to fuel withdrawn from said tank, and a lock-controlled switch connected in parallel with said firstnamed switch.

2. The invention set forth in claim 1 with the addition that a single lock controls jointly both said fuel-limiting means and said lock-controlled switch.

3. In combination, an internal combustion engine having a carburetor and an ignition system, means for supplying fuel to said engine, an auxiliary fuel tank, lock-controlled means for limiting the fuel supplied said engine to fuel withdrawn from said tank, and mechanism operative to render said ignition system inoperative upon the withdrawal of a predetermined quantity of fuel from said tank.

4. In combination with an internal combustion engine having an ignition system, means for supplying fuel to said engine, a device actuatable to render said ignition system inoperative, a control member, and mechanism operable under the control of said control member and responsive to the amount of fuel used by the engine for actuating the device which renders the ignition system inoperative.

5. In combination with an internal combustion engine, means for supplying fuel to said engine, a device actuatable to render the engine inoperative, a control member, and mechanism operable under the control of said control member and responsive to the amount of fuel used by said engine for actuating the device which renders the engine inoperative.

6. In combination with an internal combustion engine having an ignition system, means for supplying fuel to said engine, a device actuatable to render said ignition system inoperative, mechanism responsive to the amount of fuel used by the engine for actuating the device which renders the ignition system inoperative, said mechanism being normally out of operation, and a control member for throwing said mechanism into operation.

'7. In combination with an internal combustion engine, means for supplying fuel to said engine, a device actuatable to render the engine inoperative, mechanism responsive to the amount of fuel used by said engine for actuating the device which renders the engine inoperative, said mechanism being normally out of operation, and a control member for throwing said mechanism into operation.

8. In combination, an internal combustion engine having a carburetor, an intake manifold, and an ignition system, a fuel-supply tank, an auxiliary fuel tank, a pump for drawing fuel from said supply tank through said auxiliary tank and delivering it to said carburetor, connections and a valve selectively operable to connect the upper portion of said auxiliary tank to said intake manifold or to atmosphere, a float in said tank, mechanism actuated by said float and operative when the float reaches a predetermined point in downward movement to render the ignition system inoperative, and a second valve actuated by said float when it reaches a predetermined point in upward movement to close communication between the auxiliary tank and said first named valve.

9. The invention set forth in claim 8, with the addition that said mechanism comprises a switch, and a second switch jointly operable with said first named valve and connected in parallel with the other switch.

10. In combination with an internal combustion engine having an ignition system, means for supplying fuel to said engine, a switch actuatable to render said ignition system inoperative, a control member, mechanism operable under the control of said control member and responsive to the amount of fuel used by the engine for actuating said switch to render the ignition system inoperative, and a second switch jointly operable with said control member and connected in parallel with the other switch.

11. In combination with an internal combustion engine having an ignition system and a carburetor provided with a float bowl, a fuel-supply tank, a conduit connecting said supply tank with said float bowl and including a pump and a shutoff valve, and mechanism responsive to the amount of fuel used by the engine after said shutoff valve has been closed for rendering the ignition system inoperative.

12. In combination with an internal combustion engine having an ignition system and a carburetor provided with a float bowl, a fuel-supply tank, a conduit connecting said supply tank with said float bowl and including a pump and a shutoff valve, a switch actuatable to render said ignition system inoperative, mechanism responsive to the amount of fuel used by said engine after said valve has been closed for actuating said switch to render the ignition system inoperative, and a second switch jointly operated with said valve and connected in parallel with the other switch.

FRANKLIN W. GAMAGE. FRANKLIN T. GAMAGE. 

